Electrically actuated locomotive



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No Model.) 2 Sheets-Sheet 1'.

P. L. POPE.

ELEGTRIGALLY AGTUATBD LOGOMOTIVE.

No. 339,073. Patented Mar. 3o, 1836.

ff{|i|p (No Model.) sheets-sheet 2.

P.4 L. POPE.

BLBGTRIGALLY AGTUYATBD LOGOMOTIVE. I No. 389,073. Patented Mar. 30, 1886.

PTERS. Phutn-Llhognpmr, Washinginn. D. C.

llrirrnn Sciarra @armar @mirena FRANK L. POPE, OF ELIZABETH, NEW JERSEY.

ELECTRlCALLY-ACTUATED LOCCMOTIVE.

.SPECEFECETIN forming part of Letters Patent No. 339,073, dated March 30, 1886.

Application filed June 13, 1885. Serial No. 168,599. (No model.)

To @ZZ whom it may concern,.-

Be it known that I, FRANK L. Porn, a citizen oi' the United States, residing in Elizabeth, in the county ot' Union and State of New .l ersey, have invented certain new and useful linprovements in Electrically-Actuated Locomotives, of which the follo ving is a specification.

My invention relates more especially to that class of electric locomotives in which the actuating-current from a stationary generator is conveyed to the motor by which the locomo tive is propelled through a circuit of conductors formed in part of one or more of the metallic rails of the tracl; upon which the locomotive runs and in part of the wheels of such locomotive; and my improvement consists, principally,inthemechanicalattachmentofthe iieldniagnet of the electric motor directly to one of the axles of the locomotive, and thus causing it to revolve therewith, while the armature of the motor is stationary, and is affixed to the frame or truck of the vehicle in such a manner that the field-magnet may revolve in close proximity thereto. By thus reversing the construction ,of the ordinary electric motor, when applied to a vehicle in the particular manner hereinafter set forth, I am enabled to materially simplify the construction and increase the eiiicieney of the apparatus. `By conveying the current directly from the revolving wheel, which forms a portion of the line et' conductors, to a rotating ield-magnet mechanically attached to the same axis, a continuous and direct electrical connection is established between the two, and the contact springs or brushes, which have hitherto been necessary to transfer the current from the revolving wheel to the motor, are rendered wholly unnecessary.

ln the accompanying drawings, Figure l is a vertical transverse section of a portion of an electricallyactuatcd locomotive and its propelling-motor. Eig. 2 is a longitudinal section through a portion of the same in the plane ofthe dotted line 2 2, and Fig. 3 is a similar section in the plane of the line 3 3; and Fig. 4 is a theoretical diagram showing the connec tions of the several sectional coils of the stationary armature with the commutator, and

o also the relation of the commutator-brushes thereto.

ln the drawings, A A represent the truck or frame of the locomotive, which may he attached in any suitable or convenient manner to the platform or body of the vehicle B. A pair ot'ilanged supporting and driving wheels, C C', are mounted upon the axles D, which revolve in journal-boxes e e, of the usual construction, ixcd to the truclrframe A, as shown. The wheel C (which is shown in section) is composed of t-hree parts-namely, a metallic tire or rim, c, a metallic hub, d, and an intermediate web, d, which is of wood, compressed paper, vulcanized liber, or other material which is a non-conductor of electricity, and at the same time possesses sufficient mechanical strength to maintain itself under the conditions of use to which it is liable to be subjected. The tire c is secured to the web d by bolts c', and the web d isin like manner secured to the hub d by bolts di'. By this construction the tire o is electrically insulated from the axle D, although it is mechanically secured` thereto, as shown in the figures.

The electric motor is ot' peculiar construction. The rotary portion of the motor is a cylindrical held-magnet, and this is placed within and surrounded by the armature, the latter being in the general form of a hollow cylinder, stationary instead of movable, as in the ordinary arrangement. The field-magnet isshown in Fig. l, and also in cross-section at E in Eig. 3. It is similar in form and construction to the well-known Siemens armature, and consists of a cylinder of soft iron having two deep longitudinal grooves formed in it, which latter are filled with a longitudinally-wound coil of insulated wire, as shown at ff, Figs. l and 3. Although resembling an armature in form and construction, it is nevertheless at-rue held-magnet, for the reason that an uninterrupted electric current traverses its coils always in the same direction, and hence maintains within it a constant and uniform magnetization.

The field-magnet E,with its coils f f, is rigidly secured to the axle D, and revolves with it. Each terminal of the ield-magnet coil.f f is carried to a separate insulated collar upon the axle D. These two collars are shown at g g. The armature consists of a hollow cylinder, H, of soft iron, which is bored out, so that the cylindrical armature F may revolve freely IOO within it, and as closely as possible to its inner surface. l

In a small motor the armature and the ii'eldmagnet, either or both, may be formed of a single piece of soft iron, as shown in the figures; but in larger motors they may ad`vantageously be built up of a number of sections or disks, with narrow spaces between them for ventilation and for the breaking up of Foucault currents,77 in a manner well understood.

lt is preferred to construct the armaturenH in the manner shown in the drawings-that is, with a number of rectangular grooves, 7L h, formed longitudinally the whole length of its inner face, a separate coil of wire being wound in each groove, which passes longitudinally through the groove and returns over the exterior of the armature, as shown at z' t'. Each of these separate coils t' t' has one of its terminals connected to one of the insulated segments j j of a commutator, J, as best seen in Fig. 4. The opposite terminal of the same coil is carried around and connected to anoth ment of the commutator, nearly opposite but a little in advance of the iirst one. This system of connections is in principle the same as that ofthe Gramme or Siemens armature.

The commutator J consists of the series of de tached and insulated segments j j, hereinbefore described, which are separately mounted upon an annular ring, 7c, ofuon-conducting material, which is capable of a slight movement of rotation, being mounted in supportingguides K K K,attached to a metallic standard, L, which is bolted or otherwise iirmly secured to the truck-frame A A.

The positive and negative commutatorbrushes P and N are respectively mounted upon and attached to the insulated collars g g as they revolve and rub over the surfacesof the commutator-segments j j, whereby the several sections of the armature are successively brought into circuit as thelield-magnet revolves within it.

A detailed explanation of the operation of the commutatorbrushes is not deemed necessary, as this does not differ in its essential principle from the mode of operation of the ordinary and well known forms of electric motors, in which the commutator usually revolves with the armature, while the brushes and field-magnets are stationary. The arrangement oi' the connections will be clearly understood by reference to the diagram, Fig. 4.

The course of the electric current through the apparatus is as follows: Referring to Fig. l, E indicates an electric generator of any suitable character, preferably a dynamoelectric machine, which is placed in any convenient position or location, and has its positive pole connected by a conductor, l, with one of the metallic rails, R, of the track on which the motor is designed to run. The electric current passes from the positive pole of the Vgenerator E through the conductor l to the rail R; thence to the metallic tire c of the wheel C; thence by the wire or other conl l Jll er segmovable within ductor, 2, directly to the insulated collar g, where it divides, one portion going through the coils ff ofthe field-magnet and returning to the other collar, g', and the other portion going through the commutator-brush P to some one of the commutator-segments j, and thence through one or more coils i of the stationary armature, returning to anothersegment j of the commutator, and thence by the negative brush N to the collar g', from whence the reunited current proceeds to the opposite rail of the track R', or other return-conductor, either directly through the axle D and wheel C', or, preferably, by a special conductor, 3, which is insulated and carried through a groove cut in the field-magnet H, as shown by the dotted line in Fig. l, and thence to the metallic tire of the wheel c and the opposite rail, R. A conductor, 4, attached to this rail leads the current to the negative pole of the generator E, thus completing the circuit.

rlhe object in rendering the commutator J its supporting-guides K K K is to enable a movement of rotation to be imparted to it, wherebyits angular position with reference to the armature-sections may be altered, so that the attractive force of the latter will be exerted in an opposite direction, thereby enabling the motor to be reversed. This movement is effected by a reversing-lever, T, attached to the insulating-base of the commu tator J, as shown, and projecting upward, so as to bring the handle upon its upper extremity into a convenient position to be actuated by the driver. The lever T moves over a notched quadrant, Q, and is provided With a catch, t, of any convenient construction to retain it in position.

Ir claim as my invention l. A movable vehicle propelled by an electric motor, in which the stationary armature is attached to the body or frame of the vehicle or truck,and the revolving :field-magnet to the propelling or supporting wheels, as set orth.

2. A movable vehicle propelled by an electric motor, in which the stationary armature is attached to the body or frame of the vehicle or truck and receives its currents from brushes revolving with the driving wheels, and the revolving lield-magnet is mechanically connected to said driving-wheels and receives its current therefrom through a permanent electrical connection.

3. ln an electric locomotive, the combination, substantially as hereinbefore set forth, of a metallic axle, a wheel rigidly fixed to said axle and having its tire electrically insulated therefrom, a held-magnet rigidly attached to and revolving with said axle, and an electrical connection between one terminal of the coils of said field-magnet and said insulated tire.

4. In an electric locomotive, the combination, substantially as hereinbefore set forth, of a revolving metallic axle, a wheel rigidly fixed to said axle and having its tire electrically insulated therefrom, a commutator at@ IOO IIO

IZO

tached to a fixed support, insulated commutator -brushes mounted upon and revolving with said axle, and electrical connections between said brushes and the insulated tire.

5. In an electric locomotive, the combination, substantially as hereinbefore set forth, of l a revolvingmetallic axle, awheel rigidly Xed to said axle and having its ti re electrioallyinsulated therefrom, a commutator attached to a fixed support and capable of a movement of rotation upon its axis, insulated commutatorbrushes mounted upon and revolving with said axle, and electrical connections between said brushes and the insulated tire.

In testimony whereof I have hereunto sub- I5 scribed my name this 10th day of June, A. D. 1885.

FRANK L. POPE.

Witnesses:

DANL. W. EDGECOMB, CHARLES A. TERRY. 

